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TAKEOFF

SAFETY

TRAINING

AID

TAKEOFF SAFETY TRAINING AID Flight Operations Suppo r t & Services

Flight Operations Support & Services

Flight Op er atio n s Sup p ort & Services

Flight Operations Support & Services

Introduction

The purpose of this brochure is to provide the Airlines with Airbus data to be used in conjunction with the TAKEOFF SAFETY TRAINING AID published by the Federal Aviation Administration. Airframe manufacturer's, Airlines, Pilot groups, and regulatory agencies have developed this training resource dedicated to reducing the number of rejected takeoff (RTO) accidents.

The data contained in this brochure are related to section 4 of TAKEOFF SAFETY TRAINING AID document and provide information related to reverse thrust effectiveness, flight manual transition times, line up distances, brake pedal force data, reduced thrust examples as well as the effect of procedural variations on stopping distances.

Flight Op er atio n s Sup p ort & Services

Flight Operations Support & Services

Table of contents

Reverse Thrust Effectiveness Examples of Net Reverse Thrust (Appendix 4D)

4

Airplane Flight Manual Transition Time Details (Appendix 4F)

8

Brake Pedal Force Data (Appendix 4G)

17

Reduced Thrust Examples (Appendix 4H)

18

Lineup Distance Charts (Appendix 4I)

28

The Effect of Procedural Variations on Stopping Distance (Appendix 4J)

32

APPENDIX 4- D Reverse Thrust Effectiveness Examples of Net Reverse Thrust Effect of engine RPM
APPENDIX 4- D
APPENDIX 4- D

APPENDIX

4-D

Reverse Thrust Effectiveness Examples of Net Reverse Thrust

Effect of engine RPM and Airspeed on Reverse Thrust

Airplane Model

Page Number

A300B4 / CF650C2

4D-ABI 2

A300-600 / PW4158

4D-ABI 2

A320 / V2500

4D-ABI 3

A321 / CFM56-5B2 -

A319 / CFM56-5B5

4D-ABI 3

A340 / CFM56-5C2

4D-ABI 4

A330 / CF6-80E1A2

4D-ABI 4

APPENDIX 4- D Reverse Thrust Effectiveness Sea level – Standard day Training information onl y
APPENDIX 4- D
APPENDIX 4- D

APPENDIX

4-D

Reverse Thrust Effectiveness

Sea level – Standard day

4- D Reverse Thrust Effectiveness Sea level – Standard day Training information onl y – Net
4- D Reverse Thrust Effectiveness Sea level – Standard day Training information onl y – Net

Training information only – Net reverse thrust

APPENDIX 4- D Reverse Thrust Effectiveness Sea level – Standard day Training information onl y
APPENDIX 4- D
APPENDIX 4- D

APPENDIX

4-D

Reverse Thrust Effectiveness

Sea level – Standard day

4- D Reverse Thrust Effectiveness Sea level – Standard day Training information onl y – Net

Training information only – Net reverse thrust

APPENDIX 4- D Reverse Thrust Effectiveness Sea level – Standard day Training information onl y
APPENDIX 4- D
APPENDIX 4- D

APPENDIX

4-D

Reverse Thrust Effectiveness

Sea level – Standard day

4- D Reverse Thrust Effectiveness Sea level – Standard day Training information onl y – Net
4- D Reverse Thrust Effectiveness Sea level – Standard day Training information onl y – Net

Training information only – Net reverse thrust

APPENDIX 4-F Airplane Flight Manual Transition Time Details The data in this appendix is provided
APPENDIX 4-F
APPENDIX 4-F

APPENDIX

4-F

Airplane Flight Manual Transition Time Details

The data in this appendix is provided as a reference forfor thethe instructorinstructor. The iindividual diagrams show tthe relationship bettween t he average t ime r equiri ed t o reconfigure the airplane for an RTO in the certif icat ion fflight tests annd the expanded t imes used in the comput ation of certified t akeoff performance in the AFM.

Airplane Model

Page Number

Air bus A300

4-F

ABI-2

Air bus A310 steel brakes

4-F

ABI- 3

Air bus A310 – A300-600 carbon brakes

4-F

ABI- 4

Air bus A320 / carbon brakes

4-F

ABI- 5

Ai rbus A321 / carbon brakes

4-F

ABI -6

Ai rbus A319 / carbon brakes

4-F

ABI -7

Ai rbus A330 / carbon brakes

4-F

ABI -8

Ai rbus A340 / carbon brakes

4-F

ABI -9

APPENDIX 4-F Airplane Flight Manual Transition Time Details • Without Amendment 42 A300 Flight test
APPENDIX 4-F
APPENDIX 4-F

APPENDIX

4-F

Airplane Flight Manual Transition Time Details

Without Amendment 42

A300

Transition Time Details • Without Amendment 42 A300 Flight test AFM Expansion Recognition - 0.6
Transition Time Details • Without Amendment 42 A300 Flight test AFM Expansion Recognition - 0.6

Flight test

AFM Expansion

Recognition

-

0.6

Brakes on

0.6

-

Brakes fully efficient

-

1.5

Thrust reduction

0.9

1.9

Speedbrakes fully deployed

1.9

2.9

For certification purposes, braking effectiveness is nulled until 1.5 seconds where 100% braking is considered as effective.

APPENDIX 4-F Airplane Flight Manual Transition Time Details • Without Amendment 42 • Steel brakes
APPENDIX 4-F
APPENDIX 4-F

APPENDIX

4-F

Airplane Flight Manual Transition Time Details

Without Amendment 42

Steel brakes

A310

Details • Without Amendment 42 • Steel brakes A310 Flight test AFM Expansion Recognition - 1.0
Details • Without Amendment 42 • Steel brakes A310 Flight test AFM Expansion Recognition - 1.0

Flight test

AFM Expansion

Recognition

-

1.0

Brakes on

0.6

-

Brakes fully efficient

-

1.9

Thrust reduction Speedbrakes

0.8

2.2

fully deployed

2.5

3.9

For certification purposes, braking effectiveness is nulled until 1.9 seconds where 100% braking is considered as effective.

APPENDIX 4-F Airplane Flight Manual Transition Time Details • Without Amendment 42 • Carbon brakes
APPENDIX 4-F
APPENDIX 4-F

APPENDIX

4-F

Airplane Flight Manual Transition Time Details

Without Amendment 42

Carbon brakes

A310 – A300-600

Without Amendment 42 • Carbon brakes A310 – A300-600 Flight test AFM Expansion Recognition - 1.0
Without Amendment 42 • Carbon brakes A310 – A300-600 Flight test AFM Expansion Recognition - 1.0

Flight test

AFM Expansion

Recognition

-

1.0

Brakes on

0.6

1.0

Brakes fully efficient

2.4

2.2

Thrust reduction

0.8

2.8

Speedbrakes fully deployed

2.6

4.0

APPENDIX 4-F Airplane Flight Manual Transition Time Details • With Amendment 42 • Carbon brakes
APPENDIX 4-F
APPENDIX 4-F

APPENDIX

4-F

Airplane Flight Manual Transition Time Details

With Amendment 42

Carbon brakes

A320

Time Details • With Amendment 42 • Carbon brakes A320 Flight test AFM Expansion One engine

Flight test

AFM Expansion

One engine OUT

All engines

Engine failure

0

0

-

Recognition

0.3

1

0

Delay (Amendt. 42)

-

3

2

Brakes on Thrust reduction &

0.3

3

2

lift dumper activation

0.5

3.2

2.2

Brakes fully efficient

1.8

4.5

3.5

Lift dumpers fully deployed

2.2

4.9

3.9

APPENDIX 4-F Airplane Flight Manual Transition Time Details • Post Amendment 42 • Carbon brakes
APPENDIX 4-F
APPENDIX 4-F

APPENDIX

4-F

Airplane Flight Manual Transition Time Details

Post Amendment 42

Carbon brakes

A321

Time Details • Post Amendment 42 • Carbon brakes A321 Flight test AFM Expansion One engine

Flight test

AFM Expansion

One engine OUT

All engines

Engine failure

0

0

-

Recognition

0.3

1

0

Delay (Amendt. 42)

-

3

2

Brakes on Thrust reduction &

0.3

3

2

lift dumper activation

0.63

3.33

2.33

Brakes fully efficient

1.2

3.9

2.9

Lift dumpers fully deployed

3.13

5.83

4.83

APPENDIX APPENDIX 4-F A319 Flight test AFM Expansion One engine OUT All engines t:ngine failure

APPENDIX

APPENDIX

4-F

APPENDIX APPENDIX 4-F A319 Flight test AFM Expansion One engine OUT All engines t:ngine failure 00.3
A319 Flight test AFM Expansion One engine OUT All engines t:ngine failure 00.3 0- Recognition
A319
Flight test
AFM Expansion
One engine
OUT
All engines
t:ngine
failure
00.3
0-
Recognition
1
0
Delay (Amendt.
42)
-3
2
Brakes
on
0.3
3
2
Thrust
reduction
&
lift dumper
activation
0.41
3.1
2.1
Brakes
fully efficient
1.5
4.5
3.5
~ftdumpers
fully deployed
2.6
5.6
4.6
APPENDIX 4-F Airplane Flight Manual Transition Time Details • Post Amendment 42 • Carbon brakes
APPENDIX 4-F
APPENDIX 4-F

APPENDIX

4-F

Airplane Flight Manual Transition Time Details

Post Amendment 42

Carbon brakes

A330

Time Details • Post Amendment 42 • Carbon brakes A330 Flight test AFM Expansion One engine

Flight test

AFM Expansion

One engine OUT

All engines

Engine failure

0

0

-

Recognition

0.3

1

0

Delay (Amendt. 42)

-

3

2

Brakes on Thrust reduction &

0.3

3

2

lift dumper activation

0.46

3.16

2.16

Brakes fully efficient

1.5

4.2

3.2

Lift dumpers fully deployed

3.86

6.56

5.56

APPENDIX 4-F Airplane Flight Manual Transition Time Details • Post Amendment 42 • Carbon brakes
APPENDIX 4-F
APPENDIX 4-F

APPENDIX

4-F

Airplane Flight Manual Transition Time Details

Post Amendment 42

Carbon brakes

A340

Time Details • Post Amendment 42 • Carbon brakes A340 Flight test AFM Expansion One engine

Flight test

AFM Expansion

One engine OUT

All engines

Engine failure

0

0

-

Recognition

0.3

1

0

Delay (Amendt. 42)

-

3

2

Brakes on Thrust reduction &

0.3

3

2

lift dumper activation

0.46

3.16

2.16

Brakes fully efficient

1.5

4.2

3.2

Lift dumpers fully deployed

3.86

6.56

5.56

APPENDIX 4-G Brake Pedal Force Data The data in this appendix is provided as a
APPENDIX 4-G
APPENDIX 4-G

APPENDIX

4-G

Brake Pedal Force Data

The data in this appendix is provided as a reference for the instructor. The individual charts show the brake pedal force required to apply full brake system pressure, to set the parking brake, and to disarm the RTO autobrake function, if applicable.

   

Pedal force (Lb)

Handle force (Lb)

To disarm* RTO autobrake

To apply full system pressure

 

To set

parking brakes

Low. med

Mode

   

mode

max

A319/A320/A321

31

*51

90

Small (1)

A310

34

56

90

 

A300-600

34

56

90

24

A300 B2/B4

N/A

90

A330/A340

44

58

95

Small (1)

* Disarmement by two pedals

(1) Parking : Parking brakes is electrically activated on these models.

APPENDIX 4-H Reduced Thrust Examples If the performance limited weight using full takeoff thrust exceeds
APPENDIX 4-H
APPENDIX 4-H

APPENDIX

4-H

Reduced Thrust Examples

If the performance limited weight using full takeoff thrust exceeds the actual weight of the

airplane, the possibility may exist that the takeoff can still be performed within the certification

limitations but at lower thrust setting. Takeoffs conducted in this manner are generically referred to as reduced thrust takeoffs or FLEX takeoffs. The use of reduced takeoff thrust to enhance engine reliability and reduce maintenance costs is a standard practice used by nearly all commercial airlines today. In some cases, the use of reduced thrust is so common that the less-than-full-thrust is referred to as "Standard Thrust" or "Normal Thrust". The name that is chosen to describe a reduced thrust takeoff is not as important as is understanding the basis for the thrust used on any given takeoff.

There are essentially two methods of accomplishing this beneficial thrust reduction. The first is by restricting the engine operation to a lower certified trust rating. This is referred to as "derate" reduced thrust. Operation of the airplane with derate takeoff thrust will produce performance margins indentical to that described in Section 4.3.3 of the basic document.

A more frequently used method of reducing takeoff thrust is to tabulate the performance limit

weights for a given runway at the full rated thrust, such as is displayed in a typical airport runway analysis presentation. Then the temperature and thrust is determined, at wich the actual airplane weight would become the performance limit weight. This method of thrust reduction, referred to as the Assumed or Flexible Temperature Method, is of special interest because, unlike "derate thrust takeoffs", additional "GO" and "STOP" margins exist, beyond those of the basic certification rules.

There are essentially two sources of additional performance potential, or "margins", inherent to takeoffs performed using the assumed temperature method to reduce thrust. First, since the takeoff performance was initially calculated using full takeoff thrust, the applicable minimum control speed restrictions at full thrust have already been accounted for in determining the limits weights and speeds. Therefore, if at any time during the takeoff, the pilot decides that the safety of the takeoff is in question, the engine thrust may be increased to the full-rated value, without danger of exceeding the minimum control limits.

The second source of additional performance in a flexible temperature takeoff is due to the true airspeed difference that exists between actual temperature and the higher flexible temperature. This results in less actual distance being required for the airplane to reach 35 feet or to come to a stop in an RTO. This appendix contains examples which illustrate these additional margins that are inherent to reduced thrust takeoff calculations using the flexible temperature method.

APPENDIX 4-H Reduced Thrust Examples Airbus Model A300B4-203 And example of the conservatism inherent in
APPENDIX 4-H
APPENDIX 4-H

APPENDIX

4-H

Reduced Thrust Examples

Airbus Model A300B4-203

And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.

Conditions

A300B4

GE CF6-50C2 Sea level O A T = 15°C 8900ft runway Actual airplane weight = 148 T permits assumed (flexible) temperature of 40°C

Parameters

Actual temp is 15°C and assumed (flexible) temp is 40°C

Actual temp is 40°C

Margin

N1 (%)

111

111

 

V1 (KIAS/TAS)

153

/ 153

153

/ 159

- 6 KTAS

VR (KIAS/TAS)

155

/ 155

155

/ 161

- 6 KTAS

V2 (KIAS/TAS)

160

/ 160

160

/ 167

- 7 KTAS

Thrust at V1, Lbs per engines

37.760

37.760

0 Lbs

Far field length ---ft

8398

8860

462

ft

Accelerate-stop distance (engine-out) ---ft

8148

8860

732

ft

Accelerate-go distance (engine-out) ---ft

8398

8860

462

ft

Accelerate-go distance (all-engine) ---ft

7735

8300

564

ft

Second segment gradient %

2.69

2.52

0.0 %

Second segment rate of climb ---ft per minute

407

425

- 18 Fpm

APPENDIX 4-H Reduced Thrust Examples Airbus Model A310-300 And example of the conservatism inherent in
APPENDIX 4-H
APPENDIX 4-H

APPENDIX

4-H

Reduced Thrust Examples

Airbus Model A310-300

And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.

Conditions

A310-300

GE CF680-C2A2 Sea level O A T = 15°C 10000ft runway Actual airplane weight = 155 T permits assumed (flexible) temperature of 40°C

Parameters

Actual temp is 15°C and assumed (flexible) temp is 40°C

Actual temp is 40°C

Margin

N1 (%)

105.4

105.4

 

V1 (KIAS/TAS)

161

/ 161

161

/ 168

- 7 KTAS

VR (KIAS/TAS)

164

/ 164

164

/ 171

- 7 KTAS

V2 (KIAS/TAS)

167

/ 167

167

/ 174

- 7 KTAS

Thrust at V1, Lbs per engines

40.320

40.320

0 Lbs

Far field length ---ft

9420

9987

567

ft

Accelerate-stop distance (engine-out) ---ft

9111

9987

876

ft

Accelerate-go distance (engine-out) ---ft

9420

9987

567

ft

Accelerate-go distance (all-engine) ---ft

8233

8937

704

ft

Second segment gradient %

2.54

2.54

0.0 %

Second segment rate of climb ---ft per minute

431

449

- 18 Fpm

APPENDIX 4-H Reduced Thrust Examples Airbus Model A300-600 And example of the conservatism inherent in
APPENDIX 4-H
APPENDIX 4-H

APPENDIX

4-H

Reduced Thrust Examples

Airbus Model A300-600

And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.

Conditions

A300-600

GE CF680-C2A5 Sea level O A T = 15°C 10000ft runway Actual airplane weight = 168 T permits assumed (flexible) temperature of 40°C

Parameters

Actual temp is 15°C and assumed (flexible) temp is 40°C

Actual temp is 40°C

Margin

N1 (%)

108.2

108.2

 

V1 (KIAS/TAS)

158

/ 158

158

/ 165

- 7 KTAS

VR (KIAS/TAS)

161

/ 161

161

/ 168

- 7 KTAS

V2 (KIAS/TAS)

164

/ 164

164

/ 171

- 7 KTAS

Thrust at V1, Lbs per engines

43.527

43.527

0 Lbs

Far field length ---ft

9432

9980

548

ft

Accelerate-stop distance (engine-out) ---ft

9065

9980

915

ft

Accelerate-go distance (engine-out) ---ft

9432

9980

548

ft

Accelerate-go distance (all-engine) ---ft

7979

8661

681

ft

Second segment gradient %

2.65

2.51

0.0 %

Second segment rate of climb ---ft per minute

417

435

- 18 Fpm

APPENDIX 4-H Reduced Thrust Examples Airbus Model A320-200 And example of the conservatism inherent in
APPENDIX 4-H
APPENDIX 4-H

APPENDIX

4-H

Reduced Thrust Examples

Airbus Model A320-200

And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.

Conditions

A320

GE CFM56-5A1 Sea level O A T = 15°C 9500ft runway Actual airplane weight = 72 T permits assumed (flexible) temperature of 40°C

Parameters

Actual temp is 15°C and assumed (flexible) temp is 40°C

Actual temp is 40°C

Margin

N1 (%)

95.5

95.5

 

V1 (KIAS/TAS)

150

/ 150

150

/ 156

- 6 KTAS

VR (KIAS/TAS)

151

/ 151

151

/ 157

- 6 KTAS

V2 (KIAS/TAS)

154

/ 154

154

/ 161

- 7 KTAS

Thrust at V1, Lbs per engines

17.744

17.744

0 Lbs

Far field length ---ft

9002

9468

466

ft

Accelerate-stop distance (engine-out) ---ft

8760

9468

708

ft

Accelerate-go distance (engine-out) ---ft

9002

9468

466

ft

Accelerate-go distance (all-engine) ---ft

7236

7811

575

ft

Second segment gradient %

2.68

2.68

0.0 %

Second segment rate of climb ---ft per minute

419

438

- 19 Fpm

APPENDIX 4-H Reduced Thrust Examples Airbus Model A321-112 And example of the conservatism inherent in
APPENDIX 4-H
APPENDIX 4-H

APPENDIX

4-H

Reduced Thrust Examples

Airbus Model A321-112

And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.

Conditions

A321-112

CFM56-5B2

Sea level O A T = 15°C 9459ft runway Actual airplane weight = 85 T permits assumed (flexible) temperature of 40°C

Parameters

Actual temp is 15°C and assumed (flexible) temp is 40°C

Actual temp is 40°C

Margin

N1 (%)

93.6

93.6

 

V1 (KT IAS/TAS)

150

/ 147

150

/ 153

- 6 KTAS

VR (KT IAS/TAS)

158

/ 155

158

/ 162

- 7 KTAS

V2 (KT IAS/TAS)

159

/ 158

159

/ 165

- 7 KTAS

Thrust at V1, Lbs per engines

23.451

23.451

0 Lbs

Far field length (ft)

8859

9459

600

ft

Accelerate-stop distance (engine-out) ---ft

8547

9459

912

ft

Accelerate-go distance (engine-out) ---ft

8859

9459

600

ft

Accelerate-go distance (all-engine) ---ft

7393

7970

577

ft

Second segment gradient %

2.4

2.4

0.0 %

Second segment rate of climb ---ft per minute

387

401

- 14 Fpm

APPENDIX 4-H Reduced Thrust Examples Airbus Model A330-301 And example of the conservatism inherent in
APPENDIX 4-H
APPENDIX 4-H

APPENDIX

4-H

Reduced Thrust Examples

Airbus Model A330-301

And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.

Conditions

A330-301

CF6-80E1A2

Sea level O A T = 15°C 9710ft runway Actual airplane weight = 212 T permits assumed (flexible) temperature of 40°C

Parameters

Actual temp is 15°C and assumed (flexible) temp is 40°C

Actual temp is 40°C

Margin

N1 (%)

102.5

102.5

 

V1 (KT IAS/TAS)

148

/ 148

148

/ 155

- 7 KTAS

VR (KT IAS/TAS)

150

/ 150

150

/ 156

- 6 KTAS

V2 (KT IAS/TAS)

155

/ 155

155

/ 162

- 7 KTAS

Thrust at V1, Lbs per engines

50.347

50.347

0 Lbs

Far field length (ft)

9103

9710

607

ft

Accelerate-stop distance (engine-out) ---ft

8916

9710

794

ft

Accelerate-go distance (engine-out) ---ft

9103

9710

607

ft

Accelerate-go distance (all-engine) ---ft

8363

9013

650

ft

Second segment gradient %

2.4

2.4

0.0 %

Second segment rate of climb ---ft per minute

376

394

- 18 Fpm

APPENDIX 4-H Reduced Thrust Examples Airbus Model A340-311 And example of the conservatism inherent in
APPENDIX 4-H
APPENDIX 4-H

APPENDIX

4-H

Reduced Thrust Examples

Airbus Model A340-311

And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.

Conditions

A340-311

CFM56-5C2

Sea level O A T = 15°C 12267ft runway Actual airplane weight = 257 T permits assumed (flexible) temperature of 40°C

Parameters

Actual temp is 15°C and assumed (flexible) temp is 40°C

Actual temp is 40°C

Margin

N1 (%)

 

90

 

90

 

V1 (KT IAS/TAS)

148

/ 148

148

/ 154

- 6 KTAS

VR (KT IAS/TAS)

155

/ 155

155

/ 162

- 7 KTAS

V2 (KT IAS/TAS)

161

/ 162

161

/ 168

- 7 KTAS

Thrust at V1, Lbs per engines

23.376

23.376

0 Lbs

Far field length (ft)

11358

12267

909

ft

Accelerate-stop distance (engine-out) ---ft

11174

12175

1001 ft

Accelerate-go distance (engine-out) ---ft

11322

12175

853

ft

Accelerate-go distance (all-engine) ---ft

11358

12267

909

ft

Second segment gradient %

 

3

 

3

0.0 %

Second segment rate of climb ---ft per minute

490

509

- 19 Fpm

APPENDIX APPENDIX 4-H Reduced Thrust Examples Airbus Model A340- 642 And example of the conservatism

APPENDIX

APPENDIX

4-H

Reduced Thrust Examples

Airbus Model A340-642

And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.

Conditions

A340-642

RR TRENT556 Sea level OAT = 15°C 11558ft runway

Actual airplane weight = 368t permits assumed (flexible) temperature of 40°C

PARAMETERS

 

Actual temp is 15°C FLEX temp is 40°C

Actual temp

Margin

is 40°C

V1

(kt IAS/TAS)

155.6

/ 156.7

155.6

/ 163.4

- 6.7 kt TAS

EPR at V1

1.285

1.285

0

Thrust at V1

(lbs/eng)

40405

40405

0 lbs

VR

(kt IAS/TAS)

165.7

/ 167.2

165.7

/ 174.3

- 7.1 kt TAS

V2 at 35ft

(kt IAS/TAS)

178.5

/ 177.5

178.5

/ 185.1

- 7.6 kt TAS

Far field length

(ft)

10719

11558

839

ft

Accelerate-stop distance (one engine out)

(ft)

10020

10942

922

ft

Accelerate-go distance (one engine out)

(ft)

10305

11115

810

ft

Accelerate-go distance (all engines)

(ft)

10719

11558

839

ft

Second segment gradient

(%)

4.83

4.83

0%

Second segment rate of climb

(ft/mn)

 

866

903

- 37 ft/mn

APPENDIX APPENDIX 4-H Reduced Thrust Examples Airbus Model A340- 541 And example of the conservatism

APPENDIX

APPENDIX

4-H

Reduced Thrust Examples

Airbus Model A340-541

And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.

Conditions

A340-541

RR TRENT553 Sea level OAT = 15°C 11824ft runway

Actual airplane weight = 372t permits assumed (flexible) temperature of 40°C

PARAMETERS

 

Actual temp is 15°C FLEX temp is 40°C

Actual temp

Margin

is 40°C

V1

(kt IAS/TAS)

154.6

/ 155.1

154.6

/ 161.6

- 6.5 kt TAS

EPR at V1

1.264

1.264

 

0

Thrust at V1

(lbs/eng)

38386

38386

 

0 lbs

VR

(kt IAS/TAS)

163.3

/ 163.8

163.3

/ 170.8

-

7 kt TAS

V2 at 35ft

(kt IAS/TAS)

174.9

/ 174.0

174.9

/ 181.4

- 7.4 kt TAS

Far field length

(ft)

10955

11824

 

869

ft

Accelerate-stop distance (one engine out)

(ft)

10233

11165

 

932

ft

Accelerate-go distance (one engine out)

(ft)

10495

11319

 

824

ft

Accelerate-go distance (all engines)

(ft)

10955

11824

 

869

ft

Second segment gradient

(%)

4.03

4.04

 

0%

Second segment rate of climb

(ft/mn)

710

740

-

30 ft/mn

APPENDIX 4-I Lineup Distance Charts 90 degree runway entry 4-I ABI-3 180 degree turn on
APPENDIX 4-I
APPENDIX 4-I

APPENDIX

4-I

Lineup Distance Charts

90 degree runway entry

4-I ABI-3

180 degree turn on the runway

4-I ABI-4

APPENDIX 4-I Lineup Distance Charts Lineup corrections should be made when computing takeoff performance anytime
APPENDIX 4-I
APPENDIX 4-I

APPENDIX

4-I

Lineup Distance Charts

Lineup corrections should be made when computing takeoff performance anytime the access to the runway does not permit positioning of the airplane at the threshold. The data contained in this appendix is based on the manufacturer's data for minimum turn rad consistent with the turning conditions shown in figure 2 and 3. Operators can use the data in this appendix to develop lineup corrections appropriate to any runway run geometry. However the use of data in this appendix does not supersede any requirements that may be already be in place for specific regulatory agencies. If further assistance is required, the operator should contact the appropriate manufacturer and regulatory agency to assure compliance with all applicable regulations.

Definitions of terms

The takeoff distance (TOD) adjustment is made based on the initial distance from the main gear to the beginning of the runway since the screen height is measured from the main gear, as indicated by distance "A" in Figure 1. The accelerate-stop distance (ASD) adjustment is based on the initial distance from the nose gear to the beginning of the runway, as indicated by distance "B" in Figure 1.

runway, as indicated by distance "B" in Figure 1. When determining a runway lineup allowance, the

When determining a runway lineup allowance, the characteristics for maneuvering each airplane model onto each runway should be used in calculating the required corrections. For example, runways with displaced take off thresholds or ample turning aprons should not need further adjustment as shown in Figure 2, runways that require a 90 degree turn-on taxiing on the runway with a 180 degree turn at the end, Figure 3 and 4, may require a lineup adjustment. This appendix contains the appropriate minimum lineup distance adjustments to both the accelerate-go (TOD) and accelerate-stop (ASD) cases that result from a 90 degree turn onto the runway and a 180 degree turn maneuver on the runway.

APPENDIX 4-I Lineup Distance Charts 90 Degree Runway Entry   90 Degree Runway Entry  
APPENDIX 4-I
APPENDIX 4-I

APPENDIX

4-I

Lineup Distance Charts

90 Degree Runway Entry

 

90 Degree Runway Entry

 
 

Maximum

Minimum line up distance correction

 

Aircraft

effective

   

Model

steering

On TODA ft (m)

On ASDA ft (m)

angle

A300

58.3°

70.6

21.5

132.0

40.2

A310

56°

66.9

20.4

117.8

35.9

A320

75°

35.9

10.9

77.3

23.6

A319

70°

37.8

11.5

74.0

22.6

A321

75°

39.5

12.0

94.9

28.9

A330-200

62°

73.7

22.5

146.5

44.7

A330-300

65°

75.1

22.9

158.4

48.3

A340-200

62°

76.3

23.3

152.5

46.5

A340-300

62°

80.1

24.4

164.0

50.0

A340-500

65°

77.4

23.6

169.1

51.6

A340-600

67°

80.7

24.6

189.6

57.8

77.4 23.6 169.1 51.6 A340-600 67° 80.7 24.6 189.6 57.8 STL - 05/05 2 7 4I
APPENDIX 4-I Lineup Distance Charts 180 Degree Turnaround   180 Degree Turnaround   Aircraft Minimum
APPENDIX 4-I
APPENDIX 4-I

APPENDIX

4-I

Lineup Distance Charts 180 Degree Turnaround

 

180 Degree Turnaround

 

Aircraft

Minimum Lineup Distance Correction

Required min

Nominal lineup distance on a 60m/197’ runway width

Model

TODA

ASDA

runway width

TODA

ASDA

ft

m

Ft

m

ft

m

ft

m

ft

m

A300

86.9

26.5

148.2

45.2

217.0

66.1

124.6

38.0

186.0

56.7

A310

76.3

23.3

127.2

38.8

202.2

61.6

95.1

29.0

146.0

44.5

A320

54.0

16.5

95.4

29.1

94.2

28.7

 

As minimum

 

A319

49.6

15.1

85.8

26.2

102.0

31.1

 

As minimum

 

A321

68.4

20.9

123.9

37.8

108.7

33.1

 

As minimum

 

A330-200

98.8

30.1

171.6

52.3

223.8

68.2

142.2

43.3

215.0

65.5

A330-300

108.8

33.2

192.1

58.5

229.7

70.0

157.2

47.9

240.4

73.3

A340-200

103.4

31.5

179.7

54.8

234.3

71.4

155.5

47.4

231.7

70.6

A340-300

111.8

34.1

195.8

59.7

249.3

76.0

175.0

53.3

259.0

78.9

A340-500

117.8

35.9

209.5

63.9

238.8

72.8

173.3

52.8

265.0

80.8

A340-600

134.8

41.1

243.8

74.3

251.3

76.6

199.3

60.7

308.2

93.9

Note 1: These values have been computed following the conditions shown on the figures below. They differ from the recommended turning technic, published in the flight crew operating

Note 2: A340-600 requires turning technique described in FCOM to achieve180° turn on 60m wide runway

manual, for which smaller runway width can be obtained. ** Runway width to turn 180 degrees at maximum effective steering angle and end aligned with the centerline of the pavement. Includes minimum edge safety distance (M) as required in FAA AC150/5300-13 and ICAO annex 14 (10ft for A319, A320 and A321 15ft all others). *** Lineup distance required to turn 180 deg. and realign the airplane on the runway centerline on a 60 meter/197 ft wide runway with at least the minimum edge safety distance

centerline on a 60 meter/197 ft wide runway with at least the minimum edge safety distance
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance The data in this appendix
APPENDIX 4-J
APPENDIX 4-J

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

The data in this appendix is provided as a reference forfor thethe instructor.instructor. The individual diagrams show the approximate effects of various configuration items and procedural var iations on the rejected takeoff stoping performance of the airplane.

Airplane Model

Page Number

Airbus A300B4-203

4-J ABI-2/3

Airbus A310-304

4-J ABI-4/5

Airbus A300-605

4-J ABI-6/7

Airbus A320-211

4-J ABI-8/9

Airbus A321-112

4-J ABI-10/11

Airbus A319-111

4-J ABI-12/13

Airbus A330-301

4-J ABI-14/15

Airbus A340-311

4-J ABI-16/17

Airbus A340-642

4-J ABI-18/19

Airbus A340-541

4-J ABI-20/21

APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance A300B4-203 Available runway Dry runway
APPENDIX 4-J
APPENDIX 4-J

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

A300B4-203

Available runway

Dry runway baseline

Procedural Variations on Stopping Distance A300B4-203 Available runway Dry runway baseline STL - 05/05 3 0
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance A300B4-203 (cont'd) Available runway Dry
APPENDIX 4-J
APPENDIX 4-J

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

A300B4-203 (cont'd)

Available runway

Dry runway baseline

on Stopping Distance A300B4-203 (cont'd) Available runway Dry runway baseline Wet runway STL - 05/05 31

Wet runway

on Stopping Distance A300B4-203 (cont'd) Available runway Dry runway baseline Wet runway STL - 05/05 31
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance A310-304 Available runway Dry runway
APPENDIX 4-J
APPENDIX 4-J

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

A310-304

Available runway

Dry runway baseline

Procedural Variations on Stopping Distance A310-304 Available runway Dry runway baseline STL - 05/05 3 2
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance A310-304 (cont'd) Available runway Dry
APPENDIX 4-J
APPENDIX 4-J

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

A310-304 (cont'd)

Available runway

Dry runway baseline

on Stopping Distance A310-304 (cont'd) Available runway Dry runway baseline Wet runway STL - 05/05 3

Wet runway

on Stopping Distance A310-304 (cont'd) Available runway Dry runway baseline Wet runway STL - 05/05 3
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance A300-605 Available runway Dry runway
APPENDIX 4-J
APPENDIX 4-J

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

A300-605

Available runway

Dry runway baseline

Procedural Variations on Stopping Distance A300-605 Available runway Dry runway baseline STL - 05/05 3 4
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance A300-605 (cont'd) Available runway Dry
APPENDIX 4-J
APPENDIX 4-J

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

A300-605 (cont'd)

Available runway

Dry runway baseline

on Stopping Distance A300-605 (cont'd) Available runway Dry runway baseline Wet runway STL - 05/05 3

Wet runway

on Stopping Distance A300-605 (cont'd) Available runway Dry runway baseline Wet runway STL - 05/05 3
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance A300-211 Available runway Dry runway
APPENDIX 4-J
APPENDIX 4-J

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

A300-211

Available runway

Dry runway baseline

Procedural Variations on Stopping Distance A300-211 Available runway Dry runway baseline STL - 05/05 3 6
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance A320-211 (cont'd) Available runway Dry
APPENDIX 4-J
APPENDIX 4-J

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

A320-211 (cont'd)

Available runway

Dry runway baseline

on Stopping Distance A320-211 (cont'd) Available runway Dry runway baseline Wet runway STL - 05/05 37

Wet runway

on Stopping Distance A320-211 (cont'd) Available runway Dry runway baseline Wet runway STL - 05/05 37
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance Airbus model A321-112 Dry runway
APPENDIX 4-J
APPENDIX 4-J

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

Airbus model A321-112

Dry runway baseline

of Procedural Variations on Stopping Distance Airbus model A321-112 Dry runway baseline STL – 05/05 3
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance Airbus model A321-112 (cont'd) Dry
APPENDIX 4-J
APPENDIX 4-J

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

Airbus model A321-112 (cont'd)

Dry runway baseline

Wet runway
Wet runway
The Effect of Procedural Variations on Stopping Distance STL - 05/05 3 9 4J ABI-1
The Effect of Procedural Variations on Stopping Distance
The
Effect
of Procedural
Variations
on Stopping
Distance
The Effect of Procedural Variations on Stopping Distance STL - 05/05 3 9 4J ABI-1 2
The Effect of Procedural Variations on Stopping Distance STL - 05/05 3 9 4J ABI-1 2
The Effect of Procedural Variations on Stopping Distance STL - 05/05 3 9 4J ABI-1 2
STL - 05/05 3 9 4J ABI-1 3
STL - 05/05 3 9 4J ABI-1 3
STL - 05/05 3 9 4J ABI-1 3
STL - 05/05 3 9 4J ABI-1 3
STL - 05/05 3 9 4J ABI-1 3
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance Airbus model A330-301 Dry runway
APPENDIX 4-J
APPENDIX 4-J

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

Airbus model A330-301

Dry runway baseline

of Procedural Variations on Stopping Distance Airbus model A330-301 Dry runway baseline STL - 05/05 40
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance Airbus model A330-301 (cont'd) Dry
APPENDIX 4-J
APPENDIX 4-J

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

Airbus model A330-301 (cont'd)

Dry runway baseline

Variations on Stopping Distance Airbus model A330-301 (cont'd) Dry runway baseline STL- 05/05 41 4J ABI-1
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance Airbus model A340-311 Dry runway
APPENDIX 4-J
APPENDIX 4-J

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

Airbus model A340-311

Dry runway baseline

of Procedural Variations on Stopping Distance Airbus model A340-311 Dry runway baseline STL - 05/05 42
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance Airbus model A340-311 (cont'd) Dry
APPENDIX 4-J
APPENDIX 4-J

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

Airbus model A340-311 (cont'd)

Dry runway baseline

Wet runway
Wet runway
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance Airbus model A340- 642 Dry

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

Airbus model A340-642

Dry runway baseline AVAILABLE RUNWAY 9813 ft AFM field length RTO all engines : V35
Dry runway baseline
AVAILABLE RUNWAY
9813 ft
AFM field length
RTO all engines :
V35
W/brakes & Lift-Dumpers only
VR
Lift off
35ft
- 443 ft
V2
1s
Vef
VR
Lift off
V1
35ft
"GO"
V1
CASE N° 1
"NO GO"
Transition
STOP (1)
complete
1s
(1) RTO all engine
(2) RTO with engine failure
Post Amdt 42
Vef
V1
"NO GO"
Transition
complete
-
164 ft
STOP (2)
Effect of reverse thrust :
baseline + (3) T/R
CASE N° 2
(1) 1 INNER T/R INOP.
(2) 1 OUTER T/R INOP.
- 551 ft
(1)
- 410 ft
(2)
Effect of reverse thrust :
baseline + (4) T/R
CASE N° 3
-
696 ft
Effect of no Lift-dumpers :
54 kt
RTO W/ brakes only
CASE N° 4
+374 ft
Effect of no Lift-dumpers :
RTO W/ brakes + (3) T/R
CASE N° 5
(1) 1 INNER T/R INOP.
(2) 1 OUTER T/R INOP.
-331 ft (1)
-144 ft (2)
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance Airbus model A340- 642 (cont'd)

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

Airbus model A340-642 (cont'd)

Effect of late Lift-dumpers :

AVAILABLE RUNWAY 9994 ft

L/D deployment 5 seconds after V1 (no T/R) 45.1 kt CASE N° 6 + 249
L/D deployment 5 seconds after V1 (no T/R)
45.1 kt
CASE N° 6
+ 249 ft
Effect of late RTO initiation :
baseline with RTO initiated 2 seconds after V1
59.9
kt
CASE N° 7
+ 449 ft
Effect of partial braking :
10/12 brakes or 2 blown tyres
+ L/D + (3) T/R
36.3
kt (2)
CASE N° 8
(1) 1 INNER T/R INOP.
(2) 1 OUTER T/R INOP.
-13 ft
(1)
+ 194 ft (2)
Wet runway
WET RUNWAY
Wet runway
At dry runway limit weight and V1
brakes + L/D + (3) T/R + ENG FAIL
1s
15ft
Vef
VR
V1 max
LIFT OFF
"GO"
- 430 ft
77.3
kt (1)
1s
79.7
kt (2)
Vef
V1 max
CASE N° 9
"NO GO"
Transition
complete
(1) 1 INNER T/R INOP.
(2) 1 OUTER T/R INOP.
+ 797 ft (1)
+ 860 ft (2)
Wet runway
At dry runway limit weight
brakes + L/D + (3) T/R + ENG FAIL
1s
Vef
V1' max
VR
LIFT OFF
15ft
"GO"
- 167 ft
1s
Vef
V1' max
"NO GO"
Transition
CASE N° 10
complete
- 167 ft
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance Airbus model A340- 541 DRY

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

Airbus model A340-541

DRY RUNWAY BASELINE

Dry runway baseline

DRY RUNWAY BASELINE Dry runway baseline

AVAILABLE RUNWAY

9994 ft

AFM field length RTO all engines : V35 W/Brakes & Lift-Dumpers only VR Lift off
AFM field length
RTO all engines :
V35
W/Brakes & Lift-Dumpers only
VR
Lift off
35ft
- 486 ft
V2
1s
Vef
VR
Lift off
V1
35ft
"GO"
V1
CASE N° 1
"No Go"
Transition
STOP (1)
complete
1s
(1) RTO all engine
(2) RTO with engine failure
Post Amdt 42
V1
Vef
"No Go"
Transition
complete
- 148 ft
STOP (2)
Effect of reverse thrust :
baseline + (3) T/R
CASE N° 2
(1) 1 INNER T/R INOP.
(2) 1 OUTER T/R INOP.
- 535 ft
(1)
- 397 ft
(2)
Effect of reverse thrust :
baseline + (4) T/R
CASE N° 3
- 676 ft
Effect of no-lift dumpers :
RTO W/ brakes only
50.5 kt
CASE N° 4
+325 ft
Effect of no-lift dumpers :
RTO W/ brakes + (3) T/R
CASE N° 5
(1) 1 INNER T/R INOP.
(2) 1 OUTER T/R INOP.
- 344 ft (1)
- 164 ft (2)
APPENDIX 4-J The Effect of Procedural Variations on Stopping Distance Airbus model A340- 541 (cont'd)

APPENDIX

4-J

The Effect of Procedural Variations on Stopping Distance

Airbus model A340-541 (cont'd)

Effect of late lift-dumpers :

AVAILABLE RUNWAY 9994 ft

L/D deployment 5 seconds After V1 (no T/R) 41.3 kt CASE N° 6 + 210
L/D deployment 5 seconds
After V1 (no T/R)
41.3
kt
CASE N° 6
+ 210 ft
Effect of late RTO initiation :
Baseline with RTO initiated 2S after V1
59.2
kt
CASE N° 7
+ 446 ft
Effect of partial braking :
10/12 brakes or 2 blown tyres
+ L/D + (3) T/R
36.3 kt (2)
CASE N° 8
(1) 1 INNER T/R INOP.
(2) 1 OUTER T/R INOP.
- 7 ft
+ 190 ft (2)
(1)
Wet runway
WET RUNWAY
Wet runway
At dry runway limit weight and V1
Brakes + L/D + (3) T/R + ENG FAIL
1s
15ft
VR
Vef
LIFT OFF
V1 max
"GO"
- 456 ft
74.6
kt (1)
76.3
kt (2)
1s
Vef
V1 max
CASE N° 9
"NO GO"
Transition
(1) 1 INNER T/R INOP.
complete
+ 745 ft (1)
(2) 1 OUTER T/R INOP.
+ 791 ft (2)
Wet runway
At dry runway limit weight
Brakes + L/D + (3) T/R + ENG FAIL
1s
Vef
V1' max
VR
LIFT OFF
15ft
"GO"
- 190 ft
1s
Vef
V1' max
"NO GO"
CASE N° 10
Transition
- 190 ft
complete